Vehicle-brake



(No Model.) 2 Sheets-Sheet 1. J. P. DUGAN.

VEHICLE BRAKE. No. 459,272. Patented'sept. a, 1891.

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UNTTED STATES PATENT OFFICE.

JAMES FRANK. DUGAN, OF ST. LOUIS, MISSOURI.

VEHIC LE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 459,272, datedSeptember 8, 1891.

Application filed April '7, 1891.

To all whom, t may coweiin:

Be it known that I, JAMES FRANK. DUGAN, of the city of St. Louis,Stateof lrlissourhhave invented certain new and useful Improvements inVehicle-Brakes, of which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings, forming apart hereof.

My invention relates to improvements in vehicle-brakes; and it consistsin the novel arrangement and combination of parts, as will be more fullyhereinafter described, and designated in the claims.

In the drawings, Figure l is a side elevation of a vehicle, such. as anordinary spring-wagon, showing my invention applied to the same. Fig. 2is a perspective view of a friction-wheel which I employ in carrying outmy invention with its attachments. Fig. 3 is a perspective view of abrake-shoe, brake-shoe rod, and arms for securing said brakeshoe rod tothe vehicle. Fig. JC is a diametrical section of the friction-wheel.Fig. 5 is a transverse section taken on the line .r of Fig. 4, and Fig.(l is a perspective View of a modification of a brake-shoe which I mayemploy in carrying out my invention. Fig. 7 is a bot tom plan view of afurther modification of a friction-wheel.

The object of my invention is to construct a brake for vehicles so thatwhen the same is functionally operated the resultant of the forcesarising from such functional operation will be brought to bear in avertical direction on the springs (if the said device is applied to aspring-wagon.) Even in the advanced state of the art to which myinvention belongs there is no brake to my knowledge wherein the resultof the forces is applied as above stated. The tendency of the variousconstructions of brakes, from my personal observation, has been to twistand injure the springs. From the construction, as will be more fullyhereinafter described, it can be readily perceived that my invention isequally applicable to any vehicle, and also the same may be applied tostreet or railway cars and may be used in connection with air-brakes. Itcan also be used in various mechanisms to restrain the motion of arotating wheel.

While my invention is especially designed to the various uses as abovestated, I will Serial No. 387.962. (No model.)

only describe in this connection its application to ordinaryspring-wagons.

Referring to the drawings, 1 indicates the rear axle of the wagon. Saidaxle is of the ordinary construction and having a wooden portion 2. rlheconstruct-ion of this class of axles is well understood and requires noininute description or elucidation.

3 indicates a brake-shoe of ordinary construction, the same beingprovided with a contact-plate of leather, rubber, or any metallicsubstance. Said brake-shoe is mounted :in any suitable and mechanicalmanner on a brake-shoe rod 5.

In place of using a brake-shoe of the construction as shown in Figs. land 3, I may use in lieu thereof a brake-shoe as shown in Fig. i. Byreferring to said figure it can be perceived that the brake-shoe that Imay employ is circular in form, and the same may be rigidly or revolublymounted on the brakeshoe rod 5 in any suitable and mechanical manner.

G indicates a plate, which is secured tothe exterior lateral surface ofbrake-shoe 3 and projects rearwardly over the exterior lat-eral surfaceof the wheel. The function of said plate is to keep and prevent saidbrake-shoe from slipping off of the wheel. I also desire to use thisplate in connection with the modiiication of the brake-shoe which I havej ust described. rlhebrake-shoerodhasanupturned terminal portion 7, andsaid port-ion is provided with a perforation.

8 indicates a bifurcated arm. One end of the same is provided withperforations 9, through which the ends of clip 10 are adapted to beinserted. It may be observed that clip l0 is one of the clips thatclamps the wooden portion 2 on the metallic portion l of the axle, andsaid clip also secures the bifurcated arm 8 to the lower exteriorsurface of axle l in the manner as heretofore stated. The upturnedport-ion 7 of the bralie-shoe rod 5 is pivoted in an interposed positionbetween the bifurcations of arm 8 by means of a bolt ll or anyothersuitable means.

l2 indicates a supporting and bracing arm, one end of which is providedwith perforations 13, and the other end of same is provided with aperforation through which bolt ll is adapted to pass. It can be readilyperceived which extends transversely across the lower half of thespring. Said plate is clamped over the lower half of the spring by meansof clips 14, and the outer of said clips pass through perforationsformed in said plate ro and also through perforations 13, formed in arm12.

indicates nuts which are adapted to he screwed on the end of clips 14.

I do not Wish to limit myself to the manner r 5 just described forsecuring the bralre-shoe rod to the vehicle, as many other mechanicalmeans are equally applicable, depending, of course, on the mechanicalingenuity of the manufacturer.

2o It can be readily perceived from the construction as herein-beforedescribed that the brake-shoe rod 5 is pivoted eccentrically relative tothe center of the wheel to which the brake-shoe carried by said rod isadapted to 2 5 be applied.

In the specification as herein shown and described, referring to Fig. 1,it can be perceived that the brake-shoe rod 5 is pivoted eccentricallyrelative to the wheel inthe rear of 3o the axle and a little below orabout on a line with the horizontal plane of the lower exterior surfaceof the metallic portion of axle 1. The brake-shoe rod 5, however, couldbe pivoted in front of the rear axle and the brake- Yn shoe 3 could beapplied from the rear.

YI do not wish to limit myself to any specific position relative to theaxle, whether in the rear, in front, or on the top or bottom of same;but it is highly essential, according tov 4o the principle of appliedmechanics, that the brake-shoe rod 5 should be pivoted eccentricallyrelative to the axial center of the wheel to which the brake-shoe isadapted to be applied.

By the brakeshoe rod 5 being pivoted eccentrically, as hereinbeforestated, referring to Fig. 1 and confining myself for illustration onlyto the construction therein shown, it can be readily perceived that whenthe brake- 5o shoe 3 is elevated by any mechanical means it will strikeand come in direct contact with the tire of the wheel, as shown indotted lines in said figure.

Having given an explicit description ot' the 5 5 brake-shoe 3, the rod 5for carrying the same,

and the manner in which said rodis pivotally secured to the vehicle, Iwill now describe the mechanism by which said brake-shoe rod 5 isoperated and causes the brake-shoe to 6o be brought in contact with the'wheel. Me-

chanical ingenuity no doubt may suggest many different ways of operatingthe brakeshoe-that is, bringing the same in contact with the tire of thewheel. In this connection o 5 I will only describe one manner, to-wit:16 indicates a friction-wheel, the same being lined on its exteriorperipheral surface with rubn ber, leather, or any desired substance ofhigh abrasive effect. Said wheel is provided with a central perforation17, same being lined with any suitable metallic substance for bearingpurposes. The inner lateral surface of said friction-wheel 16, or ratherthe entire wheel, has secured to it a reel 18, over which a chain 19 isadapted to be wound. Said reel consists of four or any suitable numberof bolts 20, which passtthrough suitable perforations formed in saidwheel, and also through a plate 21. Plate 21 is provided with aperforation 22, and said plate stands apart from the inner lateralsurface of wheel 16, as shown in Fig. 4, so that the chain 19 may bewound in betwen' said plate and said wheel. I do not wish to limitmyself, however, to this specific construction of a reel for winding upthe chain which operates the brake-shoe.v

One end of chain 19 is secured to wheel 16 by means of a bolt 23, andthe other end of saidv chain is secured in any suitable and mechanicalmanner to the brakeshoe rod 5 or to the brake-shoe 3 itself.

By referring to Fig. 1 it can be readily per ceived from theconstruction hereinbefore described that when the friction-wheel 16 isrotated the chain 19 will be Wound around the reel, and consequentlywill elevate the brakeshoe 3 and bring it in contact with the wheel, andconsequently restrain the motion of the same. It can also be readilyperceived that the wheel 16 is caused to rotate by being brought incontact with the tire of the wheel of the vehicle, the friction betweenthe same being suflicient to affect the rotation. The wheel 16 and itsattached reel is revolubly mounted upon a crank portion 24 of a lever25, and the lever 25 is rigidly secured to a transverse bar which passesacross the lower surface of the bed of the vehicle, and is pivotallysecured thereto by means of cleats 28. The upper arm of lever 25 ispivotally secured to a rod 27, and the other end of said rod 27 ispivotally secured to a crank-lever 28, the same being provided with afoot-piece 24 or a handie, and said crank-lever 2S is pivotally securedto the bottom of the vehicle-bed, preferably as shown in Fig. 1. It canbe readily perceived that when the cranklever 2S is pushed forward bymeans of the hand or foot of the driver or operator the friction-wheel16 will go in a rearwardly direction and be brought in contact with thetire of the wagon-wheel. Of course, there being a frictional contactbetween said frictional Wheel 16 and the tire of the 4wagon-Wheel, themotion of the latter will rotate the former and wind up the chain 19,and consequently bring the brake-shoe 3 in contact with the tire of thewheel, as hereinbefore stated. Of course when the force is removed fromthe cranklever 2 8 the gravity of the brake-shoe rod 5 and thebralreshoe itself will cause the mechanism to assume its normalposition, as shown in Fig. 1.

From the construction as hereinbefore set IOC IIO

forth the first power or force which tends to restrain the motion of thevehicle-wheel arises from the friction-wheel 16, which is brought incontact with the tire of the vehicle-wheel, and from the mechanicalconstruction, as described, it can be readily perceived that the resultof the said force will be in a vertical direction on the springs of thevehicle. Empirical knowledge on the part of the inventor has proven thatthe motion of the vehiclewheels can be restrained almost instantly bythe mechanism as hereinbefore described.

It may be observed in the construction as hereinbet'ore described thatthe brake-shoe rod 5 is pivoted within the circumference of the wheeland eccentrically relative to the center of same, to which the brakeshoeis adapted to be applied.

In Fig. 7 I show a further modification of the friction-wheel-that is7 Iuse two ratchetwheels 2G and 27, the teeth of which are adapted to meshand engage each other. IVheel 26 is revolubly mounted on crank portion24:, but has no lateral movement. The ratchet-wheel 27 is likewisemounted on said portion and is adjustable laterallyto and from wheel 26.In other words, wheel 26 is adapted to rotate independently of theratchetwheel 27, which carries the reel for winding up chain lf). IVheel27 is provided with a flange 28, and interposed between said fiange andplate 2i is a collar 29, so constructed that the wheel 27 can moveindependently of the collar. Interposed between flange 28 and a shoulder30, formed on the crank portion 24, is a spiral spring 3l, which holdswheel27 in engagement with wheelv 26. The disengagement between saidwheels `isetected by means of a rod 32, adapted to be operated from anyconvenient part ofthe wagon. Said rod is connected to either of thehinged arms 33 or 3a. Arm 3i is pivotally secured to collar 28, and arm33 is likewise secured to the bottom of the vehicle-bed. IVheel 2G is solocated that it is adapted to come in contact with the tire of thewheel. Then it is desired to slightly restrain the motion of the wheel,the ratchet-wheel 27, which operates the brake-sho e, is disengaged fromwheel 26. This is advisable in light vehicles, and also in driving downa slightly-inclined hill or road or street.

I claiml. In awagon-brake, the combination, with a brake-shoe, of a barcarrying the said brake and pivoted eccentrically in relation to thewheel to which the brake is to be applied, a friction-wheel carrying,r areel and mounted above the said brake-shoe, and aiiexible connectionbetween the said reel and the brakeshoe, substantially as described.

2. In a Wagon-brake, the combination, with a brake-shoe, of a barcarrying the said brake and pivoted eccentrically in relation to thewheel to which the brake is to be applied, a friction-wheel carrying areel and mounted above the said brake-shoe, a chain having its upper endsecured to the said reel and having its lower end secured to the saidbrakeshoe, and means whereby the said frictionwheel may be caused tobear at will upon the wheel to which the brake is to be applied.

In a Vehicle-brake, a brake-shoe eccentrically mounted with respect to avehiclewheel, a device to operate said shoemounted upon the vehicle andadapted to be brought into contact with the Vehicle-wheel, said deviceconsisting of a wheel proper, bolts passing therethrough, forming areel, a plate secured to the inner ends thereof, a lining' of 8oabrasive material secured to the rim of said wheel, and a chainconnecting the reel and shoe, substantially as described.

In testimony whereof I aiiix my signature in presence of two witnesses.

JAMES FRANK. DUGAN. Vitnesses:

C. K. JONES, E. F. KELLER.

